Air shut-off valve apparatus for fuel cell system

ABSTRACT

Disclosed herein is an air shut-off valve for a fuel cell system that can completely close an air passage ( 11 ) communicating with a cathode of a fuel cell stack, even though a butterfly-type valve is employed, upon the halt of operation of the fuel cell system, thereby greatly improving the durability of the fuel cell stack.

CROSS REFERENCE TO RELATED APPLICATION

The present application claims priority to Korean Patent Application No.10-2016-0019048, filed Feb. 18, 2016, the entire contents of which isincorporated herein for all purposes by this reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present disclosure relates to an air shut-off valve apparatus for afuel cell system. More particularly, the present disclosure relates toan air shut-off valve apparatus for a fuel cell system with which an airpassage connected to a cathode of a fuel cell stack can be completelyclosed upon the halt of operation of a fuel cell system.

2. Description of the Related Art

A fuel cell system is a system for converting the chemical energy fromhydrogen fuel and oxygen in the air into electricity through a chemicalreaction, with the concomitant production of water. A fuel cell vehicleis a type of vehicle that uses the electricity from a fuel cell systemto power its on-board electric motor.

Typically, a fuel cell system comprises a fuel cell stack, whichgenerates electric energy and consists of a cathode (air electrode,oxygen electrode, reduction electrode) to which air is supplied, ananode (fuel electrode, hydrogen electrode, oxidation electrode) to whichhydrogen is supplied, and an electrolyte membrane between the cathodeand the anode.

After being drawn into a fuel cell system that is running, external airis humidified as it passes through a filter, a blower, and a membranehumidifier. The humidified air is then supplied to a cathode of the fuelcell stack.

Meanwhile, the hydrogen supplied to an anode of the fuel cell stack isdissociated into protons (H+) and electrons (e−) by a catalyst. Only theprotons move through the electrolyte membrane to the cathode, while theelectrons are drawn from the anode to the cathode through a gasdiffusion layer and a separator plate, which are both conductive.

On the cathode, the protons and the electrons, which are suppliedthrough the electrolyte membrane and the separator plate, respectively,react together with oxygen in the air to produce water, with theresultant generation of electricity owing to the flow of the electronsthrough an external circuit as the protons migrate.

When a fuel cell system is operated, therefore, the air that ishumidified through a membrane humidifier is supplied to a cathode of afuel cell stack, whereas the intake of humid air into the cathode shouldbe blocked when the operation of the fuel cell system is halted. To thisend, an air shut-off valve apparatus for controlling air intake isinstalled on the cathode side of the fuel cell stack.

In order to guarantee the durability of the fuel cell stack, an airshut-off valve apparatus, which is typically installed on each of theinlet and outlet sides of an air passage that communicates with thecathode, should completely block the inflow of humid air into thecathode upon the halt of the fuel cell system.

If the shut-off valve incompletely blocks the air passage communicatingwith the cathode when the fuel cell system is halted, humidified aircontinues to be introduced into the cathode, causing the corrosion andoxidation of a carbon support of the catalyst. As a result, the fuelcell stack deteriorates more rapidly, and thus decreases in durability.

In particular, the introduction of humid air into the cathode while thefuel cell system is halted may increase the circuit voltages ofindividual cells to such an extent as to damage the fuel cell stack,thus requiring that the start-up COD (cathode oxygen depletion), whichis adapted to consume the increased voltage of individual cells uponstart-up, be provided with increased capacity.

Moreover, such incomplete closure may lead to the introduction offoreign matter through the gap between the valve and the air passage.

The matters described as the background arts are only intended toincrease the understanding of the background of the present invention,but should not be recognized as being prior arts which are already knownto those skilled in the art.

SUMMARY OF THE INVENTION

Accordingly, the present disclosure has been made keeping in mind theabove problems occurring in the related art, and an object of thepresent invention is to provide an air shut-off valve apparatus for afuel cell system with which an air passage communicating with a cathodeof a fuel cell stack can be completely closed, thus improving thedurability of the fuel cell stack.

To address the above, the present disclosure provides an air shut-offvalve apparatus for a fuel cell system, comprising: a valve body, inwhich an air passage communicates with a cathode of a fuel cell stack;and a valve flap, rotatably installed at the valve body, configured toopen and close the air passage, wherein the valve body comprises a valveshaft that is axially rotatably installed at a position outside the airpassage; and the valve flap is attached to the valve shaft at a positioneccentric to the center of rotation of the valve shaft.

In a form of the present disclosure, the valve body may comprise a mainbody, at which the valve flap 20 is rotatably installed and whichaccounts for the external shape of the valve shut-off apparatus, and asub-body, with which the valve flap is brought into contact when the airpassage is closed by the valve flap and which is combined with the fuelcell stack in surface-contact.

In another form of the present disclosure, the sub-body may have ahigher roughness than the main body.

In another form of the present disclosure, the sub-body may have ahigher hardness than the main body.

In another form of the present disclosure, the main body may be die-castfrom an aluminum alloy, and the sub-body may be made of stainless steel,or may be treated by hard anodizing if it is made of aluminum.

In another form of the present disclosure, the air passage may bedivided into an inlet-side air passage and an outlet-side passage, boththe inlet-side and the outlet-side passages being formed in one valvebody, and a plurality of the valve flaps may be provided to cover theinlet-side air passage and the outlet-side air passage, respectively,and may be structured to open or close the inlet-side air passage andthe outlet-side air passage at the same time.

In another form of the present disclosure, the air shut-off valveapparatus may further comprise: a valve motor installed in the mainbody; and valve gears through which the valve motor is connected to thevalve shaft to transmit power of the valve motor to the valve shaft,wherein the valve shaft is axially rotatably mounted in the main body.

In another form of the present disclosure, the valve flap may be adaptedto completely cover an end of the air passage, whereby the air passageis made airtight.

In another form of the present disclosure, the valve flap may comprise avalve plate, which is joined to the valve shaft, and a plate cover forcovering the valve plate.

In another form of the present disclosure, the plate cover may be madeof rubber so as to absorb noise and shocks upon contact with thesub-body and to improve the airtightness of the air passage.

In another form of the present disclosure, the air shut-off valveapparatus may further comprise a return spring, engaged at one end withthe main body and at the other end with the valve shaft, for providingrotational torque for the valve shaft to move the valve flap in thedirection in which the air passage is closed.

In another form of the present disclosure, the plate cover may have acover projection incorporated thereinto, which comes into contact with abulkhead forming the air passage in the sub-body, the cover projectionmay be brought into surface contact with the bulkhead in such a manneras to cover one end of the bulkhead, and an overlapping region may beprovided between the cover projection and an end of the bulkhead so asto enhance the airtightness with which the air passage is closed by thevalve flap.

In another form of the present disclosure, the valve shaft may bepositioned such that the center of rotation of the valve shaft isaligned with an end line of the bulkhead along a vertical line, and thevalve plate may be attached to the valve shaft at a position eccentricto the center of rotation.

In another form of the present disclosure, the valve flap may beeccentric to the center of rotation of the valve shaft by a distanceequal to the projection length of the cover projection.

In another form of the present disclosure, the valve flap, when fullyopened, may form an acute angle with respect to the closed statethereof.

In another form of the present disclosure, upon halt of operation of thefuel cell system, a closing force may be exerted for the valve flap toclose the air passage, and simultaneously, a pressure difference may beformed between the inside and outside of the air passage closed by thevalve flap.

In the present disclosure, the air shut-off apparatus can achievecomplete airtightness of the air passage even though a butterfly-typevalve is used, and thus has advantages over a solenoid-type valve interms of the number of parts, weight, and production cost. In addition,the complete closure of the air passage prevents the introduction ofhumidified air and foreign matter into the cathode of the fuel cellstack, thereby reducing the required capacity of the start-up COD(cathode oxygen depletion) and greatly enhancing the durability of thefuel cell system.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other objects, features and advantages of the presentdisclosure will be more clearly understood from the following detaileddescription taken in conjunction with the accompanying drawings, inwhich:

FIG. 1 is a perspective view of an air shut-off valve apparatus;

FIG. 2 is a view after a valve body is removed from the air shut-offapparatus of FIG. 1;

FIG. 3 is a cross-sectional view, taken along line I-I of FIG. 1;

FIG. 4 is a view elucidating a return spring;

FIG. 5 is a view illustrating an overlapping structure of a valve flapand a sub-body;

FIGS. 6A and 6B are views illustrating a valve flap eccentricallyattached to a valve shaft; and

FIG. 7 is a view Illustrating a general engagement structure of a valveflap.

DETAILED DESCRIPTION

Forms of an air shut-off valve apparatus for a fuel cell system will bedescribed in detail with reference to the drawings.

Some forms of the present disclosure address an air shut-off valve for afuel cell system, comprising, as shown in FIGS. 1 to 7, a valve body 10,in which an air passage 11 communicates with a cathode 1 a of a fuelcell stack 1, and a valve flap, rotatably installed in the valve body10, for opening and closing the air passage 11.

The air shut-off valve apparatus according to some forms of the presentdisclosure may be a butterfly-type valve, which has an advantage over asolenoid type in terms of cost.

The air passage 11 formed in the valve body 10 may be divided into aninlet-side air passage 11 a, through which humidified, external air isintroduced into the cathode 1 a of the fuel cell stack 1, and anoutlet-side air passage 11 b, through which air is drawn from thecathodes 1 a. The inlet-side air passage 11 a and the outlet-side airpassage 11 b are formed together in a single valve body 10, whereby thenumber and overall size of the valve apparatuses as well as theproduction cost thereof can be reduced.

The inlet-side air passage 11 a and the outlet-side air passage 11 b maybe positionally interchanged, unlike the positions shown in FIG. 1.

A plurality of the valve flaps 20 is provided to cover the inlet-sideair passage 11 a and the outlet-side air passage 11 b, respectively.These plural valve flaps 20 are structured to open/close the inlet-sideair passage 11 a and the outlet-side air passage 11 b at the same time.

The structure in which multiple valve flaps 20 simultaneously close/openthe inlet-side air passage 11 a and the outlet-side air passage 11 brequires only one set, comprising a power source and a power train, fromthe power source to the valve flaps 20, thus reducing the number ofparts, the weight of the apparatus, and the production cost thereof.

Given a structure in which the valve flaps for opening and closing theinlet-side air passage and the outlet-side air passage are actuated byrespective power sources and power trains, the air shut-off apparatussuffers from the disadvantage of increases in the number of parts,weight, production cost, and final size. In order to address thisshortcoming, the air shut-off is designed to simultaneously open orclose both the inlet-side air passage 11 a and the outlet-side airpassage 11 b with multiple valve flaps 20.

The valve body 10 comprises a main body 12, at which the valve flaps 20are rotatably installed and which accounts for the external shape of thevalve shut-off apparatus, and a sub-body 13, with which the valve flaps20 come into contact when the passages are closed by the valve flaps 20and which is detachably engaged with the main body 12. Additionally, thesub-body 13 is combined with the fuel cell stack 1 in surface-contact.

In some forms, the sub-body 13 may be higher in roughness and hardnessthan the main body 12.

For weight reduction, the main body 12 may be die-cast from an aluminumalloy while the sub-body 13 may be made of stainless steel, or may betreated by hard anodizing when it is made of aluminum, to guarantee highroughness and hardness.

The sub-body 13 is characterized by higher roughness than that of themain body 12 so as to improve the air-tightness (leakproofness) of thepassages 11.

Allowed to be in direct contact with the valve flaps 20, the sub-body 13is one of the most important factors in determining the airtightness ofthe air passages 11 upon closure with the valve flaps 20. When thesub-body 13, like the main body, is die-cast from an aluminum alloyalone, it is difficult to control the roughness of the air passages 11,and thus the airtightness of the air passages 11 becomes poor. Toincrease the roughness thereof so as to overcome this disadvantage, thesub-body 13 is made of stainless steel, or is subjected to hardanodizing when die-cast from an aluminum alloy in the presentdisclosure.

In another form, the sub-body 13 is higher in hardness than the mainbody 12 so that it can be prevented from being damaged by the valveflaps 20.

In the region of the valve body 10 that is in direct contact with thevalve flaps 20 (the region where an air passage is formed), the moisturein the air is apt to freeze during the winter season, causing minutedamage to the sub-body 13 upon contact with the valve flaps 20. In someforms, the sub-body 13 is made of stainless steel, or is subjected tohard anodizing when die-cast from an aluminum alloy so that the sub-body13 has higher hardness than the main body 12.

In another form, the air shut-off valve apparatus may further comprise avalve motor 30, which is installed in the main body 12, a valve shaft40, which is axially rotatably mounted in the main body 12 and to whicha plurality of valve flaps 20 is fixedly engaged, and valve gears 50,through which the valve motor 30 is connected to the valve shaft 40 totransmit power from the valve motor 30 to the valve shaft 40.

Within the main body 12, the valve shaft 40 is mounted outside the airpassages 11 so as to avoid causing resistance to the flow of air. Thevalve flaps 20 are adapted to completely cover ends of respective airpassages 11 and thus to render the air passages 11 airtight.

Each of the valve flaps 20 comprises a valve plate 21, which is made ofsteel or plastic and joined to the valve shaft 40, and a plate cover 22,made of rubber, for covering the valve plate so as to absorb noise andshocks upon contact with the sub-body 13 and to improve airtightness tothe air passages 11.

In another form, the air shut-off valve apparatus may further comprise areturn spring 60, engaged at one end to the main body 12 and at theother end to the valve shaft 40, for providing rotational torque for thevalve shaft 40 to move the valve flaps 20 in such a direction as toclose the air passages 11.

Forms of the air shut-off valve apparatus are structured to rotate thevalve shaft 40 using the power generated by the valve motor 30, duringwhich the valve flaps 20 are rotated to close/open the air passages.Upon the halt of operation of the fuel cell system (shut down), thevalve flaps 20 should not only close the air passages 11, but shouldalso guarantee the airtightness required by the fuel cell system.

When the operation of the fuel cell system is halted, the power supplyto the valve motor is shut off, while the air passages 11 are closed bythe valve flaps 20. At this time, the elastic plate cover 22, made ofrubber, of the valve flap 20 is brought into contact with the sub-body12, in which the air passages 11 are formed, and a fine gap is formedbetween the valve flaps 20 and the air passages 11 by the elasticity ofthe plate cover 22 as the valve flaps 20 operate in the openingdirection. Hence, the return spring is provided in accordance with someforms of the present disclosure to prevent a fine gap from formingbetween the valve flaps 20 and the air passages 11 when the air passagesare closed by the valve flaps 20.

The elastic force of the return spring 40 should be greater than thereaction force of the plate cover 22 in the state in which the valveflaps 20 close the air passages 11.

In the state in which the valve flaps 20 open the air passages 11, theelastic force of the return spring 60 acts to push the valve flaps 20.Accordingly, the increased elastic force of the return spring 60 compelsthe valve motor 30 to consume more power in order to keep the airpassages 11 open. This has a bad effect on fuel efficiency because thepower consumption of the valve motor 30 increases excessively during theoperation of the fuel cell system.

Therefore, the return spring 60 should be designed to have optimalelastic force in consideration both of the elastic force of the platecover 22, which is made of rubber, and of the power consumption of thevalve motor 30.

When the operation of the fuel cell system is halted (shut down), notonly is a closing force exerted for the valve flaps 20 to close the airpassages 11, but a pressure difference is also created between theinside and outside of the air passages 11 closed by the valve flaps 20.Accordingly, the valve flaps 20 can improve the airtightness of the airpassages 11, thereby minimizing leakage.

That is, when the operation of the fuel cell system is halted, therestoring force of the return spring 60 compels the valve flaps 20 toclose the air passages 11, and thus acts as the closing force of thevalve flaps 20.

In addition, when the operation of the fuel cell system is halted, thepressure of the air passages 11 on the side of the sub-body 13 based onthe valve flaps 20 (outer pressure, P1 in FIG. 3) is lower thanatmospheric pressure as the air reacts with residual gas in the stack.On the contrary, the pressure on the side of the main body 11 based onthe valve flaps 20 (inner pressure, P2 in FIG. 2) is higher than thepressure of the air passages 11 on the side of the sub-body 13 (P1).

Hence, when the operation of the fuel cell system is halted (shut down),the closing force of the valve flaps 20 is generated by the returnspring 60 while a pressure difference is created between the inside andthe outside on the basis of the valve flaps 20. These two factorsenhance the ability of the valve flaps 29 to maintain the airtightnessof the air passages 11, thus minimizing leakage.

Also, the plate cover 22 has a cover projection 23 incorporatedthereinto, which comes into contact with a bulkhead 13 a forming the airpassage 11 in the sub-body 13. When the valve flap 20 closes the airpassage 11, the cover projection 23 is brought into surface contact withthe bulkhead 13 a in such a manner as to cover one end of the bulkhead13 a. Thus, there is an overlapping region (Ml) between the coverprojection 23 and an end of the bulkhead 13 a so as to enhance theairtightness with which the air passage is closed by the valve flap 20.

As shown in FIGS. 6A and 6B, the valve shaft 40 is positioned outsidethe air passages 11 such that the center of rotation (C1) of the valveshaft is aligned with the end line of the bulkhead 13 a according to avertical line (L1). The valve plate 21 is jointed to the valve shaft 40at a position eccentric to the center of rotation (C1). Thus, the valveflap 20 has a structure that is eccentric to the center of rotation (C1)of the valve shaft 40 by a length equal to the projection length (L2) ofthe cover projection 23.

Generally, butterfly-type valves are, for the most part, structured tohave the valve plate 21 aligned with the center of rotation (C1) of thevalve shaft 40, as shown in FIG. 7. In this case, as the valve flap 20moves in order to convert the air passage from an open state to a closedstate (as indicated by the arrow R1), the cover projection 23 proximalto the center of rotation (C1) is first brought into contact with thebulkhead 13 a of the sub-body 13 (upper cover projection in FIG. 7)while the cover projection 23 distal to the center of rotation (C1)remains spaced apart from the bulkhead 13 a of the sub-body 13 (lowercover projection).

In order to achieve complete closure of the air passage 11, the lowercover projection 23, which is spaced apart from the bulkhead 13 a of thesub-body 13, must be in contact with the bulkhead 13 a of the sub-body13. To this end, the valve motor 30 is required to further operate, andthe resistance occurring between the upper cover projection 23 and thebulkhead 13 a increases the consumption of power. In severe cases, thevalve motor may be damaged by fire.

In contrast, as shown in FIGS. 6A and 6B, the valve flap 20 that isattached to the valve shaft 40 at a position eccentric to the center ofrotation (C1) by a length equal to the projection length (L2) of thecover projection 23 in accordance with some embodiments of the presentdisclosure allows the cover projections 23, whether proximal (upper) ordistal (lower) to the center of rotation (C1), to contact the bulkhead13 a of the sub-body 13, at the same time as the valve flap 20 moves toconvert the air passage from an open state to a closed state. Thus, thevalve motor 30 can be made to consume less power and can be preventedfrom being damaged by a fire in accordance with some embodiments of thepresent disclosure.

In a preferred forms, the valve flap 20, when fully opened, forms anacute angle (θ1) with respect to its closed state.

When maximally opened, the valve flap 20 advantageously forms an acuteangle (θ1) with respect to the vertical line (L1, the closed state ofthe valve flap) to reduce the resistance to airflow and the final sizeof the air shut-off valve.

As described hitherto, the air shut-off apparatus according to thepresent disclosure can achieve complete airtightness of the air passage11 even though a butterfly-type valve is used, and thus has advantagesover a solenoid-type valve in terms of the number of parts, weight, andproduction cost.

In addition, when the operation of the fuel cell system is halted, theair passage 11, communicating with the cathode 1 a, is completely closedby the valve flap 20, which can bring about a great improvement in thedurability of the fuel cell stack. Particularly, upon the halt ofoperation of the fuel cell system, circuit voltages of individual cellscan be kept low, whereby the required capacity of the start-up COD(cathode oxygen depletion) can be reduced.

Moreover, the complete closure of the air passage 11 prevents theintroduction of foreign matter, thus enhancing the durability of thefuel cell system.

Although preferred forms of the present disclosure have been disclosedfor illustrative purposes, those skilled in the art will appreciate thatvarious modifications, additions and substitutions are possible, withoutdeparting from the scope and spirit of the invention as disclosed in theaccompanying claims.

What is claimed is:
 1. An air shut-off valve apparatus for a fuel cellsystem, comprising: a valve body in which an air passage communicateswith a cathode of a fuel cell stack, wherein the valve body comprises: amain body configured to define an external shape of the air shut-offapparatus; a sub-body combined with the fuel cell stack insurface-contact; and a valve shaft axially rotatably installed at aposition outside the air passage; a valve flap, rotatably installed atthe main body such that the valve flap is configured to contact thesub-body to close the air passage by the valve flap and disengagecontact with the sub-body to open the air passage by the valve flap,wherein the valve flap is attached to the valve shaft at a positioneccentric to a center of rotation of the valve shaft, and wherein thevalve flap comprises: a valve plate joined to the valve shaft; and aplate cover configured to cover the valve plate, the plate coverincluding a cover projection configured to contact a bulkhead of thesub-body forming the air passage, wherein the cover projection isconfigured to be in surface contact with the bulkhead to cover an end ofthe bulkhead and create an overlapping region between the coverprojection and the end of the bulkhead to enhance an airtightness of theair passage by the valve flap.
 2. The air shut-off valve apparatus ofclaim 1, wherein the sub-body has a higher hardness than the main body.3. The air shut-off valve apparatus of claim 1, wherein the main body ismade of an aluminum die-cast alloy, and the sub-body is made ofstainless steel or is treated by hard anodizing when it is made ofaluminum.
 4. The air shut-off valve apparatus of claim 1, wherein, theair passage is divided into an inlet-side air passage and an outlet-sideair passage, both the inlet- and the outlet-side air passages beingformed in one valve body; and a plurality of the valve flaps is providedto cover the inlet-side air passage and the outlet-side air passage,respectively, and is structured to open/close the inlet-side air passageand the outlet-side air passage at the same time.
 5. The air shut-offvalve apparatus of claim 1, further comprising: a valve motor installedin the main body; and valve gears through which the valve motor isconnected to the valve shaft to transmit power of the valve motor to thevalve shaft, wherein the valve shaft is axially rotatably mounted in themain body.
 6. The air shut-off valve apparatus of claim 1, wherein thevalve flap is adapted to completely cover an end of the air passage,whereby the air passage is rendered airtight.
 7. The air shut-off valveapparatus of claim 1, wherein the plate cover is made of rubber so as toabsorb noise and shocks upon contact with the sub-body and to improveairtightness of the air passage.
 8. The air shut-off valve apparatus ofclaim 1, further comprising a return spring, engaged at one end to themain body and at a remaining end to the valve shaft, for providingrotational torque for the valve shaft to move the valve flap in such adirection as to close the air passage.
 9. The air shut-off valveapparatus of claim 1, wherein the valve shaft is positioned such that acenter of rotation of the valve shaft is aligned with an end line of thebulkhead along a vertical line; and the valve plate is attached to thevalve shaft at a position eccentric to the center of rotation.
 10. Theair shut-off valve apparatus of claim 1, wherein the valve flap iseccentric to the center of rotation of the valve shaft by by a lengthequal to the projection length of the cover projection
 23. 11. The airshut-off valve apparatus of claim 1, wherein the valve flap, when fullyopened, forms an acute angle with respect to a closed state thereof. 12.The air shut-off valve apparatus of claim 1, wherein, upon halt ofoperation of the fuel cell system, a closing force is exerted for thevalve flap to close the air passage, and simultaneously, a pressuredifference is created between an inside and an outside of the airpassage, which is closed by the valve flap.